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Topic: convertible a9L vs regular A9L....differences? (Read 1991 times) previous topic - next topic

convertible a9L vs regular A9L....differences?

I'm looking to go to mass air, but I need to know what version of A9L would really benefit me the most, since I have the ability to pick and choose the type I want from the autoparts store.  I noticed that the 5-speed verts get their own variant of the A9L (BA). I wonder what the reason might be for this.  Were they tweaked for the added weight?  Did the convertible have any extra wiring to the computer?  If it's just a revised spark and fuel table issue due to the heft of the verts, I would think that would be benificial in my application (T-bird).

Joe

Re: convertible a9L vs regular A9L....differences?

Reply #1 –
How do you tell the difference? I have an a9L on ebay right now and several people have asked for the full part number. I was wondering why they would ask.. I aways thought an A9L is an A9L.
[SIGPIC][/SIGPIC]

Re: convertible a9L vs regular A9L....differences?

Reply #2 –
Yea I thought a A9L was a A9L..... I have one from a vert, guess I'll check the numbers...

OOPS wait a minute, my A9L was in a '88 converted to mass air, it could be from coupe or hatch...

Re: convertible a9L vs regular A9L....differences?

Reply #3 –
A9l is a A9l. They are all the same.

A9L= Stick, A9P=Auto

Remember you can use auto computer for a stick but cant use a stick computer for an auto.

James

Re: convertible a9L vs regular A9L....differences?

Reply #4 –
Quote from: srv1
Remember you can use auto computer for a stick but cant use a stick computer for an auto.

James

Why not???

I have....

Re: convertible a9L vs regular A9L....differences?

Reply #5 –
E9ZF-12A650-BA  is the code for an 89 5.0 vert A9L.  The coupes and hatchbacks received a different part number.  Why this is, I don't know.  To the best of my knowledge, Ford usually doesn't go to great lengths to assign lots of different part numbers, unless something actually is different between two parts.  I'm sure any version of A9L would work, I just wanted to know why this one was labeled different, and if it was different, is it a good difference, a bad difference, or a wash.  There is another part number used in 89 to designate the other variation of the A9L:  E9ZF-12A650-AA.  Both of these are for 5-speed cars, the BA version is for verts, the AA version is for the coupes and hatchbacks.  The same goes for automatic (A9P) cars:  there are two versions, one for verts, another for the rest. Ford gave the verts a different part #.  Why?

Joe

Re: convertible a9L vs regular A9L....differences?

Reply #6 –
The best place to ask would probably be at the Tweecer support forums or Tweecer Yahoo! groups.
http://www.tweecer.com/support.htm

Re: convertible a9L vs regular A9L....differences?

Reply #7 –
this could turn out to be one of those keeper threads if the solution was found.,, i got a feeling there might be something to this.  Ill bet money one difference would be the injector mgmt circuit.

but.. from some digging i went into on ford part numbers,, the last two digits designate passanger car or truck or both combined.
 

Re: convertible a9L vs regular A9L....differences?

Reply #8 –
Well Scott, I don't think I'm gonna be able to find out if there is any difference.  I posted on the Corral and got the same answer:  A9L is an A9L.  Maybe so. 
Wondering why both the A9L and the speed density DA1 computers would not run a KOEO self test got me to take the covers of both of them to see if I could find any faults in the computers themselves (in case I never stated, when I started up my T-bird for the first time after the last engine rebuild it ran like ...after testing the wiring harness for resitance and shorts I swapped in the speed density computer out of my 87 Mustang--sorry, no special police interceptor chips on it--and the Bird has ran like a champ since, with the exception of the lean spots at certain spots in the rpm).  I was surprised that the computer was bad, I thought it had worked well before with the old combo.

Anyways, after I opened them up I noticed that on both of these computers the circuit path on pin 36 was fried, causing an open circuit for the spout signal.  I repaired the DA1 and put it in the mustang....and it ran the KOEO self test. That's as far as I've got.  I'm very reluctant to actually start the car on this computer, as I have a hard time believing the actual circuit paths could fry yet not damage any of the electronics in the computers.  I may put the repaired DA1 in the bird to test it since the Stang has been sitting for nine months.  If it all works out, I'll probably just use the A9L I have lying around and forget about the whole convertible issue.

I'm still not entirely sure why both of those computers were toasted in the same spot.  My gut instinct has me thinking that the old Mustang engine harness I used had a serious short in it.  So far, the Bird is still running great after 700 miles with the SSP's computer.  Hopefully the switch to the T-bird harness has cured my curse of Fried EECIV computers.

Joe